Railway-signal.



J. A, SHINGLETON & G. ILROBERTS.

f RAILWAY SIGNAL.

APPLICATION FILED 00T. 26, 1907.

Patented Dec. 29, 1908.

3 SHEETS-SHEET l.

J. A. SHINGLTON & C.- H. ROBERTS.

. RAIL-WAY SIGNAL.

- A'PPIoATIoN FILED 60126, lo'v.` 908,840. Patented Dec. 29, 1908.

J. A. SHINGLETUN & C. H. ROBERTS RAILWAY SIGNAL.

APPLIOATION FILED 001.26. 1907.

Patened Dec. 29, .19o8.

3 SHEETS-SHEET 3.

United States,

county of Davidson and State of Tennessee, l

.l-AltI-IES-1 A. SEINGLETON AND (ll-TARBES- Ht RBERIS,

Eernwaflsrenan.

- SpeeiiuatonA offLett'erwFatent.

appease@ and. cette: 26.19507. striniiaeaa.

mi. enserio.-

To. all whom. it may, conocen: v

Be itknown that we, JAMEsA. SHJNeLnToNi and. CHARLES. H.. ROBERTS, citizens of the residing at Nashville, inthe have invented certain new and usefullmproVements yin Railway-Signals, of. which the following isaspeciiication. e

invention relates to railway signalsand more particularly to an eleetri. signal,v and has for its object to provide a train, car or locomotive railway. signal that will noti y lthe engineer or occupant` of the locomotive when there is another train inthe same block.

A .further object of this invention is to proe an. electric signal. of this character adapted for use in connectionwith air-brake systems whereby the, train brakes may be automatically applied, and to provide means for simultaneously closing the throttle valve. Afurther object of this invention is to pro-` vide an electric signal Whereb y is producedby a generator w ich may be attached to a locomotive ,or other parts of a train and driven by a turbine Vor llke engine which may be supplied with steam from the locomotive.

l ciiic structure i with our invention7 Fig-4 is a detail plan Other objects and advantages will be apparent from the following description and it will be understood that changes in the speshown and described may be made within the scope of the claims without de arting from the spirit of the invention.

An the drawings forming a portion of this speciiication, and in which like numerals of reference indicate similar parts in the several views, Figure 1 is atop plan view cfa railway track showing in diagram the relative position of two locomotives in the same block, Fig. 2 is a similar view, the locomotives being shown in separate blocks, Fig. 3 is a side elevational view of a locomotive equipped view showing the arrangement of the tur ine with the generator, AFig. 5 is a bottom plan view of the truck, Fig. 6 is a vertical sectional view on the line 5-5 of Fig. 5.

Referring to the drawings, there is shown a railway track l() of ordinary construction, supported. upon the usual cross ties 11. Arranged be tween the rails ofthe track 10 there are shown trolley rails 13, 14, and 15, which are arranged u )on the ties'in spaced relation. The center rail 13 is formed of a continuous section, and the rails i4 and 15 are each with a. sim le and efhcient.

the electricity -OFNASHVILLEy TENNESSEE.

Patented' Bee; 29,1908.

formed of sections C Iand D. It may stated that each of the sections C and D be to, be made lin lengths of one and one-half miles,4 longer or shorter, as circumstances may require. The rails. 14 and 15 are arranged with their respectlve adjacent ends in spaced relation, and between. these ends there may be placed insulatingblocks 16.'

The ends of the rails 14 are arranged altere nately of theends oi the rails 15, and it will thus be seen, that electricalv communication is conned to a distance of one and one-haltl miles, or the length of' one section of the broken rails.

A locomotive A is indicated as shown in the drawings, beneath 'the for-wardl end. of which there is mounted a truck. 1.7, provided with trolley wheels 18, arranged to travel res ectively'upon the rails 13, 14, and 15.

l generator 19 is arranged upon the locomotive A, as shown, being operative by a turbine 21 connected. with the boiler of the locomotive by way of a pipe 22, and a valve 23 for admission of steam to the turbine.

The usual throttle valve is arranged within the cab B. oi' the locomotive A, and is provided with the usual operating lever 27, connected thereto by means of a link 26. This lever is arranged for operation by a rod 27 I connectedto the armature of an electromagnet 28 disposed adjacent the rod and arranged to close the throttle valve when energized through the agency of the link 26. It may be stated that this` magnet receives current from the rails 19 through the wire E.

A second wire D connects the magnet 28 and.

a second magnet 29 for operation of the air brake valve 29 from which extends a lead wire C to the generator 19. The wire E is tapped by the wire F which leads to the rail 14. A wire G connects the rail 13 with the generator 19. It will be noted that the wire l is tapped by a wire i leading to the rail 14 just as the wire Eris tapped by the wire F.

Upon reference to Fig. 2 of the drawings, it will be seen that current running through the generator 19 will lflow througli.tl1e wire G to the rail 13, through which the current will travel to a wire H connected to a generator 20', carried by a locomotive A. This locomotive is provided with a magnet 28 which receives current from the generator 20 through the wire K and is connected in series with the magnet 29. It will thus be seen, that the current flowing through the wire K will be delivered to the magnets 28 and 29 i bythe locomotive and having insulated conair brake valves, as previously stood.

which operate the throttle and g described, and l the current will thence be delivered by a wire l I to the rail 15, after which the current' will i be carried to the respective magnets 28 and 29, for operation of the throttle and air brake valves carried by the car A. It may -thus be seen that the device will also operate over the rails 14 and 13 when the two engines A and l A are upon one section of the rail 14 at the 'g same time.

In Fig. 4, there is shown a throttle lever 27 having the usual rack segment adjacent thereto for cooperation with the usual locking pawl and release 30. Pivoted upon the side of the lever 27, there is a supplementary releasing member 31 comprising a pawl raising arm 32 and an operating arm 33 integral therewith. V The arm 32 is disposed in engagement with the pawl for lifting movement thereof when oscillated, and thek rod 27 is secured pivotally to the outer end of the arm 33. It will be noted that the rod 27 extends at' an angle from the arm 33 and is provided with an armature 35 which may be an integral continuation of the rod, if desired.l The armature is dis osed'in the'ltubular magnet 28 vand adapted) to be 'drawn thereinto for operation of the throttle as will be underrespectively What is claimed is:

1. In a railway safety appliance of the class described, the combination with a locomotive of a three railed electrical conductor, the outer of said rails being alternately divided into sections, a trolley truck carried tact members bearing respectively upon said three rails, an electrical source carried by the l locomotive, connections between the center l rail and the source, a throttle operating magi net and a brake operating magnet, series cons nections between said magnets, the electrical source and the outer of said conducting rails, g a locomotive throttle having' a rack bar ena ed thereto anda pawl carried by the lever s.

to old the lever yieldably at various points in its movement, a Jivotcd pawl releasing i member carried by t e lever, said member i comprising an adjacent arm disposed in engagement Wit-h'the pawl, for lifting engagement therewith when oscillated, and an operating arm connected therewith, an armature engaged within the throttle operating magnet, said armature carrying an extension engaged pivotally with the o erating arm, for operation thereof when t e throttle is energized, .a brake operating lever, a connecting rod engaged therewith and an armal ture pivotally engaged with the connecting rod and disposed in the brake o erating magnet, for operation of the bra te when said magnet is energized.

2( Ina railway safety appliance of the character described, the combination with a locomotive throttle of a rod adapt-ed for operation to release the locking means of the throttle and to throw it into closed position,

'a cylindrical armature carried by the rod, a

tubular magnet engaged around the arma- ,ture and adapted to operate the throttle when energized, an electrical source, an 1nterrupted trolley track, a series circuit be-` tween'said magnet source and track, said circuit being constructed and adapted to be closed b a similarly equipped unit of rolling stock, w en within a predetermined distance of the locomotive en the same' track.

3. In an electrical safety appliance for railways of the class described, the combination with a unit of rolling stock of a throttle lever and a brake lever connected thereto and f adapted to operate the levers, cylindrical armatures carried longitudinally by .the rods, tubular magnets engaged around tlie armatures and adapted to operate the levers when energized, and open circuit connections between said magnets anda distant unit` of rolling stock, said circuit being constructed and adapted to be closed when said units are within a predetermined distance.

In testimony whereof we affix our signatures, in presence of two witnesses.

' JAMES A. Sl-HNGLETON.

CHARLES Il. l-'OBEBT-S. Witnesses:

J. G. CAsoN, W. H. FroKLnnrNe.

vse 

